Today’s Top Pick is a 2022 Vans RV-14.

When the first Van’s RV-14s reached the market about a decade ago, some fans of the company’s long line of aircraft wondered what made this side-by-side two-seater different from others in its fleet such as the RV-7. The two do appear similar, at least to the untrained eye. Closer inspection reveals that the RV-14 is larger, with a more powerful engine and more baggage space.

For people who like to draw comparisons between aircraft and cars, one might call the RV-7 a classic, compact, two-seat sports car while the RV-14 is more of a GT, or grand touring machine. Indeed, the larger aircraft’s wing is designed to operate efficiently on longer cross-country trips. While not all customers had noticed, Van’s felt there was a gap to be filled in the fleet somewhere between the RV-7 and the large, four-seat RV-10. Today the many pilots flying RV-14 appear to agree.    

This recently built RV-14 has an airworthiness date of March 22, 2022, and has logged 65 hours on the airframe, its Lycoming YIO-390-EXP76 engine, and  Hartzell two-blade, constant-speed propeller. The aircraft has a 50-gallon usable-fuel system.

Its panel includes a Garmin G3X IFR avionics suite with dual 10-inch screens, GMC 507 autopilot, GMA 245R remote audio panel, GNX 375 IFR navigator with ADS-B In and Out transponder.

Pilots seeking a high-performance, homebuilt aircraft with decades of development and market experience behind it should consider this 2022 Van’s RV-14, which is available for $298,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: RV-14A Full Performance
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• KITPLANES: Kitplanes Flies the New RV-14
• KITPLANES: Van’s Introduces New IO-390 Variant for RV-14, Plus Updates to RV-10 Kit
• KITPLANES: RV-14 Passes NKET 51% Rule Evaluation
• KITPLANES: Building and Flying an RV-8

The post This 2022 Van’s RV-14 Is a Homebuilt, Cross-Country ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

As the comment period closed on January 22 for the MOSAIC revamp of the light sport aircraft approval process, several signatories backed EAA’s take—and the FAA must address the proposal in light of ongoing quality and oversight issues at Boeing.

EAA submitted its response Monday, cosigned by the Aircraft Owners and Pilots Association, National Business Aviation Association, and the National Air Transportation Association, with broad support of the measure, including several key areas to refine or expand.

“We support and strongly encourage the agency to commit the resources needed to continue to move this proposal forward and implement these changes,” said the consortium in the EAA statement. “Doing so will further enhance the safety, utility, and commercial viability of general aviation by fostering new aircraft designs and further stimulating the development of new technology.” 

Those elements include: 

• Removal of exclusions on aircraft class, expanding from the currently limited list of airplanes, gliders, powered parachutes, weight-shift control, and lighter-than-air, to add rotorcraft and powered lift and allow for new classes as technology advances
• Removal of the maximum takeoff weight of 1,320 pounds for land-based aircraft (1,430 for water-based aircraft)
• Raising the maximum level flight V_H speed from 120 to 250 kcas
• Allowing for alternative powerplants, controllable pitch props, and retractable landing gear
• Raising the maximum stall speed V_S1 from 45 to 54 kcas—in fact, the consortium would like to see a speed raised to 58 kcas or as high as 61 kcas
• Raising the maximum seating capacity from two to four seats, with the allowance for sport pilots to have up to three passengers

The final two items are apparently where the EAA/AOPA/NATA/NBAA consortium and GAMA diverge in some specifics, with GAMA opposing the allowance of a higher stall speed than 58 kcas, as well as the expansion of sport pilot privileges to allow for carrying up to 3 passengers.

FLYING reached out to GAMA for its comments, and they responded with the following statement, along with its general support for those submitted by EAA/AOPA/NATA/NBAA.

“GAMA supports the key aspects of the MOSAIC proposal to increase the size, performance and scope of aircraft that can be flown by sport pilots and issuance of a special airworthiness certificate in the light-sport aircraft category with the objective of improving safety, functionality, innovation, and availability of small general aviation aircraft. However, there are areas of the proposal regarding new and complex design and expanded operations of light-sport aircraft which are not fully supported by operational safety data alone and require additional consideration and understanding on how FAA intends to implement with the appropriate mitigations for risk.”

“In addition, GAMA believes FAA could more fully realize the intended objectives and benefits of this proposal by applying a consistent safety continuum approach across all small aircraft airworthiness and certification processes.” In translation, the association seeks further investigation of that risk before broadening the remit of the light sport model. The association notes that it was unable to gain consensus across its membership in the risk mitigation inherent in the proposal—given its inclusion of OEMs that build everything from LSA to Part 25 and 29 category aircraft.

Now, the FAA must sift through the recommendations and comments from a broad range of industry users and transform into action those elements that a consensus of the general aviation community has supported, as FLYING has observed.

Allowing for internal oversight is a key element that has propelled the development in LSA under ASTM. The transition to the certification program under the NPRM needs to acknowledge that in the face of increased public outcry on FAA oversight of similar types of self-assessment, such as Boeing and certain other OEMs of Part 23, 25, and 29 aircraft enjoy.

Who Do They Represent?

EAA in its letter acknowledged its 290,000 members and 900 local chapters of pilots, aircraft builders, and kitplane/vintage/warbird enthusiasts, while AOPA mentions its 300,000 “individuals who collectively operate 85 percent of all general aviation aircraft in the United States.” NATA reflects the operational side of GA, representing “nearly 3,700 aviation business locations across a broad cross section of the industry,” including fractional and Part 135 operators, and FBOs, MROs, and flight training providers. NBAA notes 11,000 “business and professional members involved in business aviation.”

• READ MORE: MOSAIC Questions Linger in Light Sport Aircraft Community

GAMA was formed to “foster and advance the general welfare, safety, interests, and activities of the global general and business aviation industry,” with more than 150 member companies represented, according to the association. Those constituents also include FBOs, pilot and maintenance training facilities, and fleet operators.

The EAA consortium comments may be read here. GAMA’s comments may be reviewed here.

The post Comments From Aviation Associations Take on Pros and Cons of MOSAIC appeared first on FLYING Magazine.

Today’s Top Pick is a 1946 Taylorcraft BC-12D Twosome.

Taylorcraft was known during World War II for building gliders and the L-2 Grasshopper, an observation and liaison aircraft adapted from the company’s pre-war Tandem Trainer for the Army Air Force. Initially called the O-57, the aircraft got a name change to L-2 when the military altered the general designation for such small aircraft from “observation” to “liaison.” The Grasshopper was used for pilot training in the U.S. but was not used in combat or sent overseas during the war.

At the war’s end, the company returned to the general aviation market and produced the BC-12D, which competed with the Piper Cub, Luscombe, and other small rag-and-tube models powered mostly by 65 hp engines. The company entered bankruptcy following a severe postwar downturn in the light aircraft market. Today the aircraft still has a following among vintage aircraft enthusiasts and those seeking older models that qualify as LSAs.

Pilots looking for a light, ultra-simple, two-seat taildragger with bare-bones instrumentation that harks back to the years just after World War II should consider this 1946 Taylorcraft BC-12D Twosome, which is available for $21,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: 1946 Taylorcraft Making Sweet Music, Again
• Plane & Pilot: Taylorcraft
• AVweb: Buying The Old Ones: Homework Mandatory

The post This 1946 Taylorcraft BC-12D Is a Charming, Bare-Bones ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

This medical adventure started with The Impossible Airplane project, a custom-controlled RV-10 that will be the first purpose-built airplane in history for a pilot flying with just their feet. I’ve been flying Ercoupes for a long time, but the RV-10 does not qualify for the current light sport rules. So if I’m ever going to solo The Impossible Airplane, I’ll need to get my private pilot certificate, which also means getting at least my third-class medical.

• READ MORE: The Impossible Airplane Showcases Aviation Innovation

Even without arms, my formal application started like any nondisabled student pilot. I spoke to several pilot friends about an aviation medical examiner (AME) they would recommend. Unlike most other applicants, though, I wanted to find an AME who had experience with nonstandard applications. Over the years, I’ve heard horror stories from prospective pilots about how one poorly written statement caused months of delays and paperwork headaches. I also know that there is no established precedent for a pilot to receive a medical who is only flying with their feet. So, if we didn’t get the application right the first time, there’s no telling what other issues we would have to resolve.

Luckily, I found Dr. Douglas Little. He is an AME in my hometown of Tucson, Arizona, and has handled several other nontypical medical applications. I also felt reassured when Little explained the medical deferral process and that he would help me through the back and forth with the FAA. He must have done a good job because two months later I received a letter from the FAA that said I needed to see an orthopedic doctor for an evaluation and further documentation. 

When I first read the letter, I wondered why the FAA wanted an evaluation. I was born without arms. I’ve made it this far in life and aviation. But it was easy enough to schedule an appointment and send the evaluation back to the agency. When I sat down with the orthopedic doctor, it took a few minutes to explain the situation and what we were asking for. He wasn’t a pilot, but he was professionally curious. (I get a lot of professional curiosity from doctors, especially podiatrists who want to see how my feet have adapted.) The next day I had triplicates of his evaluation and sent two of them to the FAA. It was a pretty straightforward letter attesting to the functionality of my legs and feet with the absence of arms.

The FAA never asked for my medical history. I can see how that collection of documents would be difficult to assemble and then even harder to present to the agency in an organized manner. There are many services out there that specialize in assisting pilots with that process. Luckily for me, about two months after sending in my evaluation, the FAA approved a medical flight review. I can only guess that a combination of Little, the orthopedic doctor, and flying as a light sport pilot for several years helped the process.

The FAA gave me the option to choose the district office that would oversee the process. Naturally, I chose the Scottsdale, Arizona, FSDO. A couple of weeks after that, I got a call from an FAA representative. She informed me that I could select the examiner for my medical flight review and would have  a six-month window to complete it. That gave me pause for a moment. I know many student pilots were struggling to find examiners and take timely tests. On top of that, the Ercoupe I wanted to use was still undergoing a lot of maintenance. Plus, I needed a good refresher after a summer of not flying at all. However, the FAA official assured me that if I needed more time, then I just needed to call the office before the six-month window was up. 

And now I am waiting for the medical flight review. A CFI friend recommended an examiner who was properly qualified for these. I told him the situation, and he was happy to arrange a date toward the end of my six-month window. I’m both nervous and excited. If I fail my exam, then I will be disqualified from flying as a light sport pilot, and my days as a pilot are over. But if I pass—when I pass—many of the LSA restrictions will be lifted. There will be other restrictions, but I’ll overcome those too. 

Thanks to the light sport rules, the doors have been opened for more pilots like me to learn to fly. I’m so thankful that Able Flight is leading the charge for helping pilots with disabilities learn to fly. Able Flight gave me a scholarship for my light sport training. More and more of us are progressing on to the private pilot level and hopefully making it easier for the next pilot to follow after us. And who knows? Maybe after earning my private pilot certificate and instrument rating, I will start looking over the requirements for being a commercial pilot.

As I stand on the threshold of setting this next precedent, I’m reminded that every flight, every test, every hurdle overcome is not just for me, but for those who dream of taking to the skies regardless of the obstacles they face.

The post The Process of Obtaining a Medical Certificate appeared first on FLYING Magazine.

Today’s Top Pick is a 2010 Cessna 162 Skycatcher.

Cessna designed the 162 Skycatcher as a modern trainer and personal aircraft that could take over where ancient Cessna 150s and 152s left off. Like the older airplanes, the Skycatcher has two seats and was marketed to flight schools as a durable, nice-handling trainer. For power it uses the Continental O-200 engine like the 150. The Skycatcher, however, is newer, so there are no kitschy carpeting or cracked plastic interior panels. It also has glass-panel instruments and a novel control stick that many pilots find especially intuitive.

Many pilots and aviation industry folks agree that there were several problems with Cessna’s big pushback into the two-seat trainer market, but few believe the Skycatcher was among them. Most found the aircraft thoughtfully designed and engineered, well behaved, and pleasing to fly. For more experienced pilots looking for compact personal transportation, the Skycatcher was a bit faster and better suited for traveling.

This Skycatcher has 499 hours on the airframe, 406 hours on its Continental O-200D engine, and 355 hours on a McCauley two-blade propeller. The panel includes a Garmin G300 PFD/MFD with traffic and weather, electronic engine instrumentation, GPS, terrain and obstacle data, Garmin GTX 327 transponder, and SL-40 com radio.

Pilots seeking a small two-seater for training, travel, or simply for the sake of flying should consider this 2010 Cessna 162 Skycatcher, which is available for $75,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Cessna 162 Skycatcher
• FLYING Magazine: Cessna 162 SkyCatcher Makes First Flight
• FLYING Magazine: Cessna Skycatcher Disappears from View
• Plane & Pilot: Cessna 162 Skycatcher: It‘s Here!

The post This 2010 Cessna 162 Skycatcher Is a Rare, Rewarding ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

According to Flight Design, the order list currently stands at more than 100 aircraft, and production is increasing to support four F2 aircraft per month by the end of 2023. The company said this was made possible in part by support from the Lindig Group, a majority shareholder.

“The kind and timely support from the Lindig Group, the staff in Sumperk and Kherson [Ukraine] has made this possible. It takes a lot of commitment to create and sustain an aviation business,” said Daniel Guenther, CEO of Flight Design. “We thank everyone involved, our staff, our dealers worldwide, and especially [Lindig Group CEO] Sven Lindig. He has stood beside us through the most difficult times.”

Not the least of these challenges was retrieving four CTLS airframes from the factory in Kherson and getting them to customers in Europe. The company noted that the completion of airframes will continue through 2023 and then move to production of new airframes by a manufacturing partner.

Flight Design is anticipating an increase in business as a result of the FAA MOSAIC (Modernization of Special Airworthiness Certification) project, in particular regarding its F2 series.

The Flight Design F2 entered the American market in 2021 and its design continues to evolve.

The F2-CS23 is approved as a European Union Aviation Safety Agency type-certified GA aircraft in Europe, and the validation process has progressed with the FAA. It is expected that the F2-CS23 will be popular with flight schools and in rental fleets.

“The F2 in its current S-LSA form can carry a much larger payload,” said Tom Gutmann, owner of Airtime Aviation. “We expect to increase the payload of the new F2-LSA aircraft that are now being delivered under MOSAIC and think there’s even more that can be done within MOSAIC.”

The company is also continuing the development of the Flight Design F4, the four-seat version of the F series. The F4, described as a larger version of the F2, is equipped with a Rotax 916 turbocharged powerplant and designed to carry four adults.

The F4 passed a design review earlier this summer and is moving toward the prototype stage. The company noted the F4’s systems and tooling are identical to the F2, which should make the process go quicker.

The post Flight Design Ramps Up Production of F2, CT Series Aircraft appeared first on FLYING Magazine.

The five inductees represent different facets of aviation from aerobatics to vintage. Those set for induction are selected by their peers as recognition for the many contributions they have made to their respective areas of aviation in support of the EAA spirit and community.

The class of 2023 includes Lew Shattuck, the 1978 International Aerobatic Club national champion in the Unlimited category. Shattuck, who flew in regional and national competitions until the age of 85, represents the International Aerobatic Club Hall of Fame.

Neal Loving, a pioneer Black aviator, aerospace engineer, aircraft designer, and homebuilder known for the design of the WR-1 midget racer known as Loving’s Love gets the nod for the EAA Homebuilders Hall of Fame. Built in 1950, the “Love” is constructed of wood and features an inverted gull wing. Loving flew the homebuilt midget racer from Detroit to Kingston, Jamaica, a distance of 2,200 miles. Loving donated the aircraft to the EAA Aviation Museum, where it is now displayed. His induction is posthumous as he died in 1998 at 82.

EAA Ultralights Hall of Fame will be represented by Paul Mather, president of M-Squared Aircraft, creator of the Breese XL ultralight. Mather has more than 40 years of experience in the industry building aircraft now known as light sport and ultralight. In 1996, he founded M-Squared Aircraft with the intention of building an airplane that was both fun and safe.

The Vintage Aircraft Association Hall of Fame is represented by John Parish Sr., the co-founder of the Beechcraft Heritage Museum in Tullahoma, Tennessee. Today, he serves as the museum’s executive committee  chairman. The museum began to take shape in 1973 under the Beechcraft Staggerwing Club. It grew and evolved, and in 2007 the Beechcraft Heritage Museum was established to preserve and feature Beechcraft models from 1932 to the present.

The Warbirds of America Hall of Fame will recognize Charles “Chuck” Greenhill, the famed restorer of many warbird aircraft, including the only surviving Grumman J2F-4 Duck that was present at Pearl Harbor on December 7, 1941, when the Japanese attack drew the U.S. into World War II.

Among his other projects, Greenhill funded the recovery of a Grumman FM-2 Wildcat from the bottom of Lake Michigan in 2012. The aircraft had been lost in the lake since 1944 when a training exercise went bad. Greenhill moved the waterlogged aircraft to his hangar at Kenosha Regional Airport (KENW) while arrangements were made to transport it to the National Naval Aviation Museum in Pensacola, Florida, for restoration. Greenhill, who died in April 2022 at 87, is being honored posthumously.

This year’s honorees will be officially inducted at a dinner ceremony on November 9 in the Eagle Hangar of the EAA Aviation Museum in Oshkosh, Wisconsin.

The post EAA Names Sport Aviation Hall of Fame Class of 2023 appeared first on FLYING Magazine.

A Cross-Country Machine

That ’s exactly the market space Bristell’s U.S. importers and sales representatives seek to serve. BRM Aero—which builds the Classic and its special light sport aircraft (SLSA) version—is based in the Czech Republic. Roughly 800 models have been delivered globally, with 100 in the U.S. flown by private owners and flying clubs. 

Bristell national sales manager John Rathmell thinks the model has found an excellent niche. Rathmell explained the SLSA: “It just fits in as an excellent all-around airplane for multiple reasons. Quality, performance, comfort, and cost efficiency—without the need for a medical.”

BRM Aero launched the SLSA 10 years ago in a customizable way, with a series of engine and avionics choices to select depending on where the airplane is based and the specifics of the mission. We flew two of the SLSA versions, both IFR-ready, with the higher-powered, turbocharged Rotax 915iS option.

With the wide cockpit—130 cm or 51.2 inches—and clear expanse of canopy, the SLSA feels from the outset more like a cross-country machine that has been designed with comfort in mind. For example, the thoughtfully placed vents (an option) and the ability to taxi with the canopy open give relief on hot days. Rathmell cautions, “If you want to load the plane up with a ballistic recovery system, long-range tanks, and IFR avionics, you must keep in mind the 1,320-pound LSA weight limit has not yet changed, so you can find yourself bumping up against the max weight during the build spec phase.”

On the Bristell website, design options just scratch the surface of what is possible. It also lends itself to browsing through the company’s other models, the B23 and B23 Turbo, and the upcoming high-wing B8. When MOSAIC passes, BRM is positioned to serve U.S. customers with faster, heavier aircraft that suit the cross-country market with even greater flexibility.

A. The Garmin G3X Touch provides the interface for most functions of the aircraft’s brainpower.

B. The throttle control sits next to the hand-actuated braking system.

C. The rudder pedals are adjustable while the seats are fixed in place, giving a comfortable yet sporty ride in the airplane.

D. The SLSA models flown for this report come with a Garmin autopilot and enhanced stability protection (ESP) to help keep the pilot upright in the event of an upset.

E. The angle of attack presentation is customizable by the pilot, and the entire glare shield’s red LED lighting flashes on brightly when an exceedance is imminent. You cannot miss it.

Power Up Front

The SLSA series comes from the factory with a choice of Rotax engines. The baseline 912 ULS delivers 100 hp on a normally aspirated powerplant with a reduction gearbox, and it creates a standard LSA that most folks understand and complies with ASTM standards as well as the FAA’s light sport guidelines in the U.S.

The basic empty weight of the SLSA model is 725 pounds, and is designed for a maximum takeoff weight of 1,320 pounds (roughly 600 kg), allowing for operations in the EU in the UL category as well.

However, the enticing 915iS in the SLSA prom-ises more power, speed (at altitude), and operational flexibility. The turbocharged engine offers up to 141 hp (135 hp at max continuous power and 5,500 rpm), allowing the LSA to slide into the outside lane. That extra capability up front translates into a wider performance margin—also benefiting from the SLSA’s 100-pound lighter empty weight than its competitors. The four-cylinder 915iS integrates a beefier reduction gearbox and supports the more advanced electrical system needed to power the SLSA’s avionics. The engine also prefers an MTV-34-1-A hydraulically adjustable three-blade constant-speed propeller. However, the regs require a ground-adjustable prop. We flew with both the DUC 4-blade and Sensenich 3-blade options, with the DUC giving a bit more speed in cruise.

Brains—And Safety Modes

On the flight deck, the Bristell LSA features a standard package tailored to suit customer needs within the personal transportation realm. The panel is designed around dual Garmin G3X Touch integrated flight displays. Options include the Garmin 750, dual remote radios, audio panel and intercom, and a G5 electronic flight instrument to provide additional backup. A GMC507 autopilot panel provides 3-axis functionality. With the magic boxes up front, the full enhanced stability protection (ESP), Safe Glide, XM weather and music, and angle of attack (AOA) info comes along, enabled by the Garmin avionics suite and a heated AOA probe.

The safety modes can be configured to present data on the display(s) in various ways, and ESP maybe turned off to facilitate the advanced maneuvering required for flight training—or, as in our case, a thorough demo flight profile to fully explore the performance envelope.

First Take

Rathmell wanted to introduce me to the model prior to our date down south for the photo mission, so he flew a customer airplane over from the company’s U.S. headquarters in Lancaster, Pennsylvania. N247BW came dressed a bit differently in a red, white, and blue American flag-inspired color scheme.

With the steerable nose wheel and a hand-actuated braking system, it didn’t take long for me to get the hang of taxiing and ground maneuvering. We also briefed the emergency use of the BRS ballistic recovery system, with its bright red aluminum handle located at my right knee.

It was a bumpy day in the traffic pattern, with winds gusting in the high 20s, generating rough air down low. We took three trips around—one demo landing, one with me on the controls and Rathmell coaching, and one on the long runway to demonstrate the 90-degree-crosswind prowess of the airplane, which is significant.

It was a great way to judge how the model handles moderate chop, like a much heavier airplane. With the tightly-coupled, center-mounted control stick low-slung in my lap, it was natural to brace against my inner legs to dampen erratic movement caused by the chop. And we vowed to fly more in better conditions.

The sporty interior can feature high-voltage styling , while the Rotax 915iS up front delivers the goods. [Credit: Leonardo Correa Luna]

Flying Style

The coastline south of Marco Island, Florida, shows few signs of the devastating Hurricane Ian that pummeled its way through the Fort Myers area to the north. A few mangroves reveal tumbled-over trunks and branches in bunches teetering right above the level of the gulf waters that inundate southwestern Florida.

We can see this clearly as we circle lower and lower—1,000 feet, then 800 feet above the water—to capture the backgrounds against which the highway-stripe-yellow and silver-gray mantle of the Bristell we’re flying will surely pop, accentuating its sleek and speed-parlaying lines. 

During the aerial photo mission, Rathmell flies off the AirCam, then hands the controls over to me so that I can see how the Bristell SLSA handles in close formation flight. This is where you find out how deftly you can manage the throttle in fine increments and how balanced the controls feel in slow flight—because we ask strange things of the ailerons, rudder, and elevator to stay on station and make the airplane do what the photographer asks.

The throttle is not big even in my relatively small hands, and fine movements are possible but perhaps not as easy as when using a throttle lever with a longer throw. Still, the solidness of the stick means it takes intention to induce roll and pitch—and that’s a good thing. After the sun hits the horizon, sinking into the west, we’re done taking photos—but we still have at least 45 minutes before full-on darkness arrives. So Rathmell and I break off and climb so that I can taste the “high work”: the maneuvers that form the baseline of my process in sampling an airplane.

First off, our climb starts with setting the power back up from station-keeping to max continuous (5,500 rpm) so that I can see a climb at best rate (84 kias)—we get an average of about 1,400 to 1,600 fpm from 1,500 feet to 3,500 feet msl. Once at altitude, I set airspeed below VA (97 kcas) to get my groove together for a couple of steep turns to the left and right.

Then it’s on to slow flight, and I relax the throttle back to bleed off airspeed while I hold a level attitude. We’re aiming first for 75 kias, the top of the white arc, so we can deploy flaps, incrementally to full. Doing so induces almost no pitching moment—a point Rathmell had demonstrated on one of our takeoffs on the earlier flight by showing what a non-event it was if you forget to bring the flaps up before you start a takeoff roll and dump them all at once right after takeoff. Those flaps—along with the stabilizer—are large and efficient. The airplane wallows around a bit at low speed—the AOA gets cross with us, and the glare shield’s red LED under-panel lighting flashes on. You can’t miss the fact you are deep into the low end of the scale. It takes a sharp pull back to get the airplane to break in the power-off stall, and it’s more of a mush at roughly 43 knots on the tape. With power on, there’s a wing drop to the left for us, at about 47 knots indicated.

I also put the sporty airplane through a few back and forths in lazy 8s to feel the Bristell’s control coupling and arc through low speed to high as we slice an 8 on its side through the horizon. The view from the left seat allows for a broad look around, with no struts. We level at 3,000 feet and set power at 4,400 rpm and 23.3 inches for the cruise back to KAPF, giving us 36 percent power. We’re loafing along at 103 knots indicated (109 ktas) as a result. We have been sipping fuel all along, but this shows us at 4.5 gph in eco mode—full power translates to 10.5 gph. The wing tanks hold a total of 16 gallons (21.6 gallons with extended-range tanks) per side for an endurance of 6.5 hours plus VFR reserves at best economy power. All of my initial landings came together easily within 900 feet of ground roll on the runway—and the nearly-night landing back at Naples was even shorter.

BRM Aero Bristell SLSA

• Price (fully equipped, as tested): $366,000

• Engine: Rotax 915iS, turbocharged

• TBO (or equivalent): 1,200 hours

• Horsepower: 141 hp, maximum continuous

• Propeller: Sensenich 3-blade composite

• Seats: 2

• Wingspan: 9.13 m, 29.53 ft.

• Length: 6.45 m, 19.68 ft.

• Height: 2.28 m, 6.56 ft.

• Cabin width: 130 cm, 51.2 in.

• Baggage Weight: 55 kg, 121.25 lbs.

• Basic Empty Weight (U.S. SLSA): 725 lb.

• Max Takeoff Weight (U.S. SLSA): 1,320 lb.

• Basic Useful Load: 595 lb.

• Fuel: 120 liters/ 32 gal., 28.5 gal.usable (standard tanks); 43.2 gal. total(extended range tanks)

• Max Rate of Climb: 1,500 fpm

• Max Operating Altitude: 23,000 ft.

• Stall Speed (flaps extended): 43 kias

• Max Cruise Speed:120 ktas, at sea level,max continuous power

• Max Endurance: 6.5 hours plus VFR reserves at best economy power

• Takeoff Distance, Sea Level (over a 50 ft. obs.): 331 m, 1,086 ft.

• Landing Distance, Sea Level (over a 50 ft. obs.): 391 m, 1,283 ft

Interior Details

The two-seat airplane has low-slung seats, placing you in drive mode, with adjustable rudder pedals. The comfort factor is real, not just reported, with a cockpit layout that puts everything in reach. The baggage compartment is accessible in its entirety from the seats, with a 15 kg (about 33 pounds) capacity. Two wing lockers hold an additional 20 kg (about 44 pounds) apiece but cannot be reached in flight unless you pull a wing-walking move (not recommended).

The interior selections run from utility to luxury leather options, with a sporty theme informing the ones in those models we tested for this report. Details include map pockets and a stash box in the central armrest. 

Every Bristell comes with a custom tool kit that Rathmell says is designed to facilitate happy cross-country flying, from minor maintenance adjustments to being able to tie down on unfamiliar ramps.

The Family Behind the Bristell

John Rathmell figures he now has as many hours in Bristell aircraft as anyone in the U.S. With more than 800 aircraft delivered worldwide, that distinction is sure to change in the coming years. The Czech company runs a boutique-style shop, crafting about 120 custom aircraft in total each year, with a couple dozen of those headed for the U.S. from its headquarters in Kuňovice. It’s a solid production run that ensures a personal touch on each airplane that’s built.

Family Founders

The name “Bristell” derives from Bristela, the surname shared by the father and son who established and run the company. Father Milan Bristela, founder and CEO, earned his degree in aircraft certification and production from the Antonín Zápotocký Military Academy in Brno, Czech Republic. He’s been in aviation since 1983.

The BRM models resemble another light sport airplane—the Sport Cruiser/PiperSport. Milan worked on that design with Czech Sport Air Works prior to its U.S. introduction. However, Piper’s LSA partnership never gained traction, and Milan knew he could improve on that design with his own evolution. Therefore, with son Martin, he founded BRM Aero S.R.O.in 2009 with the intention of creating LSA and ultralight category-leading aircraft for personal use and pleasure. Martin is a full partner and also the COO, with a background in racing automotive maintenance and the instrument/commercial pilot license he ‘s secured—and we expect he’ll take the reins as his dad spends more time in the design department.

BRM Aero has produced a retract model, not available in the U.S., the Bristell RG, and a “spur gear” airplane, the Bristell TDO. The OEM built its own state-of-the-art facility at the Letiště Kunovice airport (LKKU). Today, it employs more than 130 people, and it plans to increase production by 50 in the next two years.

International Growth

The Bristelas had long set their sights on reaching farther than the EU’s borders with their designs, so in 2012, they connected with their first U.S. importers and continued that with the establishment of the relationship with Lou Mancuso, of Sport Flying USA, with whom Rathmell has partnered, along with Rich Maisano and others. They represent a steady support structure for the U.S. market, stocking new engines and significant parts inventory. Each aircraft comes with an 18-month, 200-hour factory warranty and post-warranty service plan, which includes mods as well as required maintenance and repair work.

The fit and finish of the models we tested speaks to why pilots have raved about the Bristell SLSA ever since.

Better Training

One key area in ensuring both the customer’s satisfaction and their safety lies in good training. After we flew, Rathmell handed me a challenge coin marking my induction into the ranks of Bristell pilots. On the reverse, it’s stamped with the acronyms “DFGAP,” “GPA,” and “PLC.” These mnemonics stem from Mancuso’s “Landing Doctor” training program developed for light sport aircraft and refined for the Bristells. They stand for “defined go-around point,” ground proximity awareness,” and “personal limitations checklist.”

Mancuso and Rathmell intend for pilots to carry this tangible reminder in their pocket—and take those safety points to heart.

This article was originally published in the April 2023, Issue 936 of  FLYING.

Shop new and used Bristell SLSA’s on aircraftforsale.com

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Michael Schofield, director of marketing for Dynon Avionics, says that they often get telephone calls from owners of SLSAs (built to a conforming model by an OEM) who want to change the avionics and are surprised to learn that only the manufacturer of the LSA can approve the change, unlike the normal supplemental type certificate process.

“They can’t just dive into it and make a change,” says Schofield, because under the light sport category, the avionics are part of the approved equipment during LSA certification. “It’s a pretty typical support call when someone will say ‘I have an SLSA and I want to make a change.’ They are surprised to learn that they have to go through the manufacturer to get permission for the change or else they have to take the aircraft out of SLSA and put it into the experimental or ELSA category.”

The downside of this is that ELSAs—with E standing for ‘experimental’—cannot be used for aircraft rental or flight instruction. If the aircraft is a revenue-generating device, changing into this category may not be in your best interest.

From Experimental to LSA

Dynon Avionics is based in Woodinville, Washington, north of Seattle, and it has a satellite operation in Portland, Oregon. The company, founded in 2000 by a pilot and semiconductor entrepreneur, makes avionics for light aircraft. According to Schofield, in the beginning, the company’s largest audiences were the builders and owners of experimental aircraft looking for functional displays that didn’t swallow the whole panel.

“Back in 2004, we were already the experimental market share leader making avionics for [Van’sAircraft] RVs and Glasairs and whatnot, and when light sport came about, we realized it was an opportunity.” Schofield notes that Dynon is the recognized first participant in the LSA avionics market, followed by Garmin and a few smaller avionics manufacturers. Dynon also works with OEMs as they design panels for new aircraft.

The product designs are pushed by the customer’s desires, said Schofield, and they continue to evolve. “The original EFIS D-10 was released in 2003, and in 2020 we were incorporated [into instrument panels] pretty quickly. We had the whole first generation line of 4- and 7-inch EFISs [electronic flight information systems], and the SkyView—the current platform—came out in 2009. The SkyView HGX—[which came out in 2018] is the latest incarnation with the touchscreen and a better interface.”

The avionics need to be usable, but have a minimal footprint, says Schofield, who describes it as a balancing act. “One of the things that we focused on in the initial issue of SkyView was the minimal footprint, and it has carried through. So if we have a 10-inch screen, we don’t want to have too much bezel around it, although you may want to grow that for the internal space because maybe you can make circuit boards fit better if you grow it a little. But for every quarter inch you grow in every direction, you lose the ability to fit [it into] some model of aircraft.”

The Learning Curve

For the pilot transitioning from round dials—the so-called ‘steam gauges’—there may be a bit of a learning curve, says Schofield, although it is nowhere near as challenging as it used to be, as most pilots are more accustomed to using panel-style technology. “We used to hear, when the EFIS was new: ‘I don’t know what I am looking at.’ That has evolved over the last 5 to 10 years as everyone has iPads, iPhones, and super-light laptops. People are getting more familiar with the technology. We actually came out with a feature on the EFIS display where you have wall-to-wall synthetic vision that doesn’t look like an attitude indicator—it is like looking out the window.”

Schofield adds that the instruments shown on the display are created by the software, and with a few button taps, the screen will revert so that instead of tapes, the familiar round gauges appear.

Color coding is used for engine and system monitoring gauges. Red signals an emergency condition, yellow says caution, and green highlights normal operations. This can make it easier to determine if the aircraft engine is having a problem because the colors are easy to discern—as opposed to an analog read-out where the pilot must remember which values indicate trouble.

“You don’t have to actively think about what is wrong—just scan quickly. If it is red, you know,” says Schofield. “If it is red there is a voice alert [such as] ‘oil temperature high’ or whatnot. There is a lot lower workload—once you get over the ‘ooh there is a lot there’ aspect.”

Programming the avionics is fairly intuitive, says Schofield. “I could teach you by taking you through two or three operational principles: This is how the touch screen works, etc. The programming is done by a combination of buttons and knobs. We did it that way because in light aircraft it can get pretty bumpy and an outstretched arm on a flight cannot be perfectly precise,” he explains. 

Picking Your Avionics

What avionics the owner selects for an LSA panel upgrade is driven by a combination of aircraft mission, budget, and panel space. 

“It is important [that the owner] understands how the systems go together, and what equipment is needed for a given mission, and whether it is a new customer or someone who is making a change to an aircraft.”

Dynon’s reps are often asked, “What do I need if I am going to (insert mission here)?” Changing a panel from “VFR to IFR is one of the big things people want to know about,” says Schofield, because redundancies are needed in an IFR panel. “You want two of everything that matters,” he says, explaining that VFR-equipped aircraft may only have one ADAHRS into the display. The ADAHRS module generates data for use by SkyView to calculate the artificial horizon/synthetic vision display, gyro-stabilized heading indicator, airspeed indicators, altitude and vertical speed indicators, slip/skid, turn rate, angle of attack indicators, flight path marker, and winds aloft speed and direction indicators.

For IFR flight, you’ll want two ADAHRS, says Schofield. “Or even for VFR cross-country [flight] you would want two, because if one screen goes dark the information on that screen jumps over to the other screen.” There are also lithium-powered batteries and an option that will give the aircraft approximately 60 minutes of energy to get to the ground.

“We tell them they want a good amount of redundancy, dual displays, and at least one battery backup.”

Installation

According to Schofield, Dynon has a network of authorized service centers that have been trained to install the company’s avionics. “Homebuilders have been installing our stuff for years. We know that they are A&Ps and IAs, and we know that we built products that people can install for the first time by themselves, because that is how thousands of people have done it already. We make sure you have a qualified installer signed up when you buy from us. It could be a shop or an A&P/IA and on the STC permission statement [for regular type certificated aircraft], which is something you need from us that it will have. [It states] ‘this STC can be applied to this airplane, by this AP/IA or shop.’” In that case, says Schofield, the customer is kind of self-selecting who will do the installation, noting that sometimes, these A&P/IAs transition into authorized installation centers.

For owners already under the ELSA category or making the transition to it from SLSA, Dynon builds the panel, the wiring, and the advanced control module, “which is kind of like a harness and power distribution system, as it has electronic circuit breakers and the literally that goes into a box or crate, and it gets mailed to the customer who can then rivet into their panel of the aircraft,” says Schofield.

“All they need to do is connect some wires and follow some instructions. Eighty percent of the paneland wiring is complete by the time it gets to them,” saving time and energy.

This article was originally published in the April 2023, Issue 936 of  FLYING.

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Powered by a turbocharged Rotax 915iS turning a DUC 4-blade or Sensenich 3-blade prop, the Bristell uses that 135 horsepower at max continuous to leap off the runway, as it did both in Editor in Chief Julie Boatman’s test flights and during the photo shoot for the feature in FLYING shot down at Naples Airport in Florida.

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